Governor



y 1936. R c. DARNELL ET AL 2,039,396

GOVERNC.

Filed Sept. 50, 1933 @JM-JWM M Patented May 5, 1936 PATENT OFFICE GOVERNOR Rex C. Darnell and Herman G. Adler, Detroit,

Mich., assignors to Handy Governor Corporation, Detroit, Mich., a corporation of Michigan Application September 30, 1933, Serial No. 691,722

23 Claims.

4 vance.

It is a general object of the present invention to provide a novel and improved governor mechanism for use with engines of the internal combustion type equipped with vacuum controlled spark advance mechanism.

More particularly, it is an object of the invention to provide a governor equipped with means for transferring the point of intake manifold vacuum takeoff from a position adjacent the manually controlled throttle to a position adjacent the governor controlled throttle, actuated in accordance with the position of the manual throttle.

An important feature of the invention resides in the provision of means for transferring the position from which the manifold vacuum is taken to adjacent the particular throttle valve which is at the time controlling the speed of the engine.

Other and further features and objects of the invention will be more apparent to those skilled in the art upon a consideration of the accompanying drawing and following specification, wherein are disclosed several exemplary embodiments of the invention, with the understanding however that such changes, variations and deviations may be made therein as fall within the scope of the appended claims without departing from the spirit of the invention.

In said drawing:

Figure 1 is an elevation of a portion of a carburetor and intake manifold equipped with a governor constructed according to the present invention, a part of which is shown in section;

Figure 2 is a section on line 2-2 of Fig. 1, showing the manual and governor throttles;

Figure 3 is a section on line 33 of Fig. 1, showing the operation of the transfer valve;

Figure 4 is a side elevation of a portion of the V governor and carburetor, showing the transfer valve operating mechanism; and

Figure 5 is a fragmentary view similar to Fig. 2, showing an automatic vacuum transfer valve.

Internal combustion engines of the automotive type have for a number of years been universally equipped with an automatic device embodied in the ignition distributor to advance the spark automatically. This device was of the centrifugal for varying the spark at constant speed and variable load. The method was quite satisfactory as long as the car was driven on a level road, but while climbing a hill, coasting or driving down a slight incline at the same speed, theconstant spark advance provided by the device incorporated in the distributor did not permit the engine to run sufliciently smooth. Thus if the spark was adjusted initially for good fuel economy at light loads it would tend to introduce knocking at heavy loads, and if the amount of spark advance was sufllciently reduced to prevent knocking at heavy loads, the fuel economy and smoothness at light loads became unsatisfactory.

Recently a device has been developed and applied to several well-known automobiles which, in addition to the regular centrifugal spark advance incorporated in the distributor, provides means for varying the spark in accordance with the load on theengine. Such a device generally takes the form of a diaphragm or piston subjected to the manifold vacuum. The movement of this diaphragm is resisted by a spring and the motion thereof is transmitted to the arm of the ignitim distributor, the arrangement being such that the higher the vacuum the greater the amount of the spark advance.

Referring now to Figs. 1 and 2 of the drawing, there is shown at I a conventional distributor of the type used on most automotive engines, pivoted to move about a central axis and having connected to the arm I I thereof the rod I2 connected centrally to the diaphragm It in the chamber it which diaphragm is held distended by a spring ii. A pipe I6 connects the interior of the chamber above the diaphragm to an aperture in the carburetor outlet pipe adjacent the conventional manual throttle 2| with which most carburetors are equipped. The vacuum existing adjacent the throttle is then effective to move the diaphragm against the action of the spring and so adjust the position of the distributor and hence the amount of spark advance.

The hole 20 is so positioned that when the throttle valve is closed, as shown in dotted lines in Fig. 2, the hole is on the atmospheric side of the valve. The carburetor shown is of the down draft type, so that the intake manifold 22 is below the carburetor, generally indicated by the reference character 23. Thus at idling speeds and for starting purposes, the vacuum at the aperture 20 is the minimum and is approximately atmospheric pressure, so that the spark is retarded to give proper starting and idling. As the throttle valve II is gradually opened the hole 20,

because of its proximity to the edge of the throttle valve, is automatically transferred into a region of higher vacuum or to the engine side of the throttle valve. The amount of opening required by throttle valve 2| for normal driving speeds is such that the hole 20 is always in this region of high vacuum. Assuming now that the driver maintains a constant speed under varying loads, it will be seen that because of the consequent variation in throttle position and hence intake manifold vacuum, the amount of spark advance will vary in accordance with throttle opening and consequently in accordance with load.

All of the above described apparatus is prior art, but it has been found that when a governor is inserted between the carburetor 23 and the intake manifold 22 in accordance with a very common practice, particularly in cars belonging to fleets, intrucks and delivery cars, the operation of the spark advance mechanism is disturbed. The purpose of the governor is to prevent speeding and to provide a fixed limit above which speed the car cannot be driven.

Governors take various forms, but that most generally accepted now is of the type wherein the valve which forms an auxiliary or governor throttle is controlled in its position by the movement of the gaseous fuel in the intake manifold or by the vacuum therein. Such a governor is always inserted between the carburetor throttle and the intake manifold and in order that it may function properly the manual or carburetor {throttle must be opened wider than the governor throttle. To drive the car at its maximum speed it is customary to open the carburetor throttle wide and to allow the governor throttle then to move automatically to maintain the car speed constant irrespective of load.

The interposition of the governor between the manifold and the carburetor disturbs the automatic vacuum spark advance mechanism and causes it to become largely inoperative, for normally the vehicle is driven with the carburetor throttle wide open and the governor valve controlling the speed. It becomes immediately evident that if the governor throttle is in a partly closed position the hole 20 is now located in a region of low vacuum, 1. e. on the atmospheric side of the governor throttle and that the vacuum on the atmospheric side of the governor valve slightly decreases as the governor valve moves toward a closed position. This positioning of the vacuum takeoff renders the spark advance device inoperative.

The governor of the present invention incorporates apparatus for overcoming the difficulty just described.

The governor is generally shown at 25 and is preferably of the type shown in Patent No. 1,604,233 to R. G. Handy et al. for Governor, or in application Serial No. 369,489 of A. A. Bull for Stabilizers for suction governors. It includes a portion 26 inserted between the intake manifold and the carburetor which has a passage 21 for the fuel, and mounted in this passage is the governor throttle 28 positioned automatically by the governor mechanism to hold the speed of the engine substantially constant irrespective of the load. This throttle rotates with its shaft 29 mounted eccentricaliy in the passage 21.

During operation of the engine under control of the governor throttle, it is essential that the spark advance be regulated by a vacuum taken from a position near the governor throttle corresponding to the position from which the vacuum is taken from the carburetor throttle under operation with that throttle. Aperture 30 is provided in the wall of the chamber 26 for that purpose. This aperture need not be positioned so that when the throttle is closed the aperture is on the atmospheric side thereof, for the governor throttle is seldom entirely closed except when running under high speed and light load, such as down hill, when maximum spark advance is required. When the engine is idled or run at slow speeds, control must be by the manual throttle, and as will be seen later, the vacuum control is transferred to this manual throttle when it is closed more than the automatic governor throttle.

The governor body is provided with a substantially cylindrical recess or chamber 32 the flat bottom wall of which is pierced by three apertures 33, 34 and 35. The aperture 34 is connected by means of a passage 35 to the pipe [6 which leads to the spark advance diaphragm. The aperture 33 is connected by a short passage to the aperture 30 through the wall of the governor fuel passage and the aperture 35 is connected by a passage 31 to the pipe 38 which leads to the aperture 20 in the carburetor wall.

If now there is provided a valve mechanism operative to select either the passage 33 or the passage 35 for connection through aperture 34 to pipe l6, then it can be determined from which aperture 20 or 30 the vacuum is provided to the spark advance diaphragm.

A simple transfer valve is constructed as shown in Figs. 1, 2 and 3 by providing a disk 40 to rest on the bottom wall of recess 32 and having an arcuate slot 4| therethrough of slightly less than extent, which slot always registers with the aperture 34 and one but not both of the apertures 33 and 35. The disk is equipped for arcuate adjustment to select which of the apertures 33 or 35 is connected by the slot to the aperture 34 and is overlain by a solid disk 42 which closes the slot on its outer face and provides bearing for a spring 43 having its outer end engaging the closure member 44 for the recess 32. The spring 43 holds the disk 42 in airtight engagement with the outer face of the disk 40 and this latter disk against the bottom of the recess, permitting the disks to rotate and maintain airtight connections irrespective of wear.

A radial extension 45 on the disk 40 extends into a hole 46 in the governor body in which is mounted a plunger 41 having a slot accommodating the end 45. The upper and lower walls of the slot engage this end, which is partially circu'lar, so that vertical movement of the plunger causes partial rotation of the disk. A spring 5!] partially housed in the bore at the bottom of the plunger 41 and, bearing between the upper end of this bore and the bottom of the hole 46 normally holds the plunger upward with its shoulder 48 bearing against a stop 49 so that the valve is positioned to connect the aperture 33 to the aperture 34, thus permitting the spark advance to be regulated in accordance with the governor throttle vacuum aperture unless downward pressure is applied to the projecting end of the plunger.

Any suitable means may be provided to actuate the plunger, and it is preferred that its movement downward take place so that a transfer of the vacuum is effected when the carburetor throttle is approximately 15 from the horizontal. Since it closes at about 5 from the horizontal, this will be 10 before closing. This gives the manual throttle, then, control of the spark advance through about the first ten degrees of its range of opening and thereafter gives full control to the governor throttle.

A convenient manner of operating the plunger 41 is shown in Fig. 4, wherein the end 52 of the carburetor throttle shaft is equipped with a lever or arm 53 having pivoted thereto a rod 54 which on some carburetors runs up to a control near the top of the carburetor which regulates the quantity of gas supplied at nearly open throttle. This rod- 54 is provided with a horizontal portion 55 just above the upper end of the plunger. In the position shown in Figs. 1 and 4 the carburetor shaft has been rotated until this portion 55 is just engaging the end of the plunger and further movement in a counterclockwise direction, as viewed in Fig. 4, will effect the transfer from the governor throttle vacuum ofitake to the manual throttle vacuum offtake.

Any other suitable method of effecting the operation of the transfer valve in accordance with the position of the manual throttle valve may be used, and in Fig. is shown an entirely automatic arrangement in which the vacuum transfer valve is a cylindrical member 66 operating in a cylindrical chamber 6| in the wall of the governor housing. This chamber is connected by an aperture 62 into the fuel passage of the governor. The aperture 62 corresponds to the aperture 36 shown in Fig. 2 and is the offtake for vacuum from adjacent the governor throttle 26'. The vacuum ofitake 63 adjacent the manual throttle valve 2| is also shown. It leads by a passage 63' to the chamber 6|. When manual throttle 2| is at or near closed position the vacuum at the aperture 63 is substantial y zero, that is, the pressure is atmospheric or substantially so. A third passage 64 leads to an aperture 65 in the governor fuel passage wall a considerable distance above the governor throttle and connects to the reduced end 66 of chamber 6| behind the valve 60. A passage 61 which leads to the pipe I6 of the vacuum control diaphragm has a pair of openings 68 and 69 spaced apart and passing through the wall of the chamber 6|.

The valve 66 has a pair of circumferential grooves, the one shown as registering with the passage 63' and the aperture 68 leading to the passage 61, which thus connects the vacuum control to the oiftake 63 adjacent the carburetor throttle. This is the normal position of the valve 60 under the action of its spring 'H and is satisfactory when both throttles are wide open. If, however, the governor throttle should move to a partially. closed position, as shown, so that its outer edge is on the down stream side of the aperture 65, then the vacuum at this aperture is less, being on the atmospheric side of the valve, than at the aperture 62 on the engine side, so that the difference in pressures on the two ends of the valve 60 overcomes the spring II and the valve moves to the left wherein its second circumferential groove 12 now registers with the aperture spring moves valve 66 to the right, again connecting 63 and 68.

Each form of the invention may be said then to place the spark control under the action of the throttle which is most nearly closed.

Having thus described the invention, what is claimed as new and desired to be secured by Letters Patent is:

1. In an internal combustion engine, in combination, an intake manifold, a manual throttle therein, an automatic governor throttle in the manifold on the engine side of, the manual throttle, an ignition device for said engine, vacuum operated means for adjusting said ignition device to advance the time of sparking, avacuum takeoff in said manifold adjacent each throttle and means to connect either takeoff to said vacuum operated means.

2. In an internal combustion engine, in combination, an intake manifold, a manual throttle therein, an automatic governor throttle in the manifold on the engine side of the manual throttle, an ignition device for said engine, vacuum operated means for adjusting said ignition device to advance the time of sparking, a vacuum takeoff in saidmanifoldadjacent each throttle and means controlled by the position of one of the throttles to connect either takeoff to said vacuum operated means. J

3. In an intemalcombustion engine, in combination, an intake manifold, a manual throttle therein, an automatic governor throttle in the manifold on the engine side of the manual throttle, an ignition device for said engine, vacuum operated means for adjusting said ignition device to advance the time of sparking, a vacuum takeoff in said manifold adjacent each throttle and means controlled by the position of the throttles to selectively connect said takeoifs to said vacuum operated means.

4. In an internal combustion engine, equipped withignition mechanism and vacuum operated means for adjusting the same to vary the spark advance, the combination with a manual throttle in the intake pipe, an automatic governor having a throttle in said pipe on the engine side of the manual throttle, a vacuum takeoff aperture adjacent each throttle and a valve to connect a selected aperture to said vacuum operated means.

5. In an internal combustion engine, equipped with ignition mechanism and vacuum operated means for adjusting the same to vary the spark advance, the combination with a manual throttle in the intake pipe, an automatic governor having a throttle in saidpipe on the engine side of the manual throttle, a vacuum takeoff aperture adjacent each throttle and a valve actuated by movement of the manual throttle to connect a selected aperture to said vacuum operated means.

6. In an internal combustion engine, equipped with ignition mechanism and vacuumwperated means for adjusting the same to vary the spark advance, the combination with a manual throttle in the intake pipe, an automatic governor having a. throttle in said pipe on the engine side of the manual throttle, a vacuum takeoff aperture for each throttle and normally on the engine side thereof, and means to automatically connect the aperture associated with the throttle at the time controlling the engine speed with the said vacuum operated means. I

7. In an internal combustion engine, equipped with ignition mechanism and vacuum operated in the intake pipe, an automatic governor having a throttle in said pipe on the engine side of the manual throttle, a vacuum takeoff aperture for each throttle and normally on the engine side thereof, means making connection between the governor throttle aperture and the said vacuum operated means when the manual throttle is opened beyond a predetermined setting and a valve to transfer said connection to the manual throttle aperture upon closure of the manual throttle beyond said predetermined setting.

8. A governor for internal combustion engines having ignition mechanism, vacuum operated means for adjusting the same to vary the spark advance in accordance with the vacuum created adjacent the manual throttle, in combination, a throttle automatically controlled to maintain the engine speed substantially constant and adapted to be inserted in the engine intake pipe on the engine side of the manual throttle and means incorporated in said governor to actuate the spark adjusting means in accordance with the vacuum created adjacent its throttle when the last mentioned throttle is in control of the engine speed.

9. A governor for internal combustion engines having ignition mechanisms, vacuum operated means for adjusting the same to vary the spark advance in accordance with the vacuum created adjacent the manual throttle, in combination, a throttle automatically controlled to maintain the engine speed substantially constant and adapted to be inserted in the engine intake pipe on the engine side of the manual throttle, means associated with said governor to actuate the spark adjusting means in accordance with the vacuum created adjacent its throttle and a transfer valve to determine which throttle vacuum shall control the-spark adjusting means.

10, A governor for internal combustion engines having ignition mechanism, vacuum operated means for adjusting the same to vary the spark advance in accordance with the vacuum created adjacent the manual throttle, in combination, a throttle automatically controlled to maintain the engine speed substantially constant and adapted to be inserted in the engine intake pipe on the engine side of the manual throttle, means associated with said governor to actuate the spark adjusting means in accordance with the vacuum created adjacent its throttle, a valve in said governor to determine which throttle vacuum shall control the spark adjusting means, and means to actuate said valve in accordance with the position of the manual throttle.

11. A governor for internal combustion engines having an ignition mechanism, vacuum operated means for adjusting the same to vary the spark advance and a vacuum connection from said means to a vacuum takeofi' position in the intake pipe. adjacent the manual throttle, in combination, a chamber containing an automatically actuated governor throttle adapted to be inserted in the intake pipe between the manual throttle and the engine, a vacuum takeoff adjacent said governor'throttle, a three-way valve associated with said governor and inserted in said vacuum connection, and a connection to said valve from said governor throttle vacuum takeoff whereby on adjustment of the valve either vacuum takeoff may be placed in communication with the vacuum operated means.

12. A governor for internal combustion engines having an ignition mechanism, vacuum operated means for adjusting the same to vary the spark advance and a vacuum connection from said means to a vacuum takeoff position in the intake pipe adjacent the manual throttle, in combination, a chamber containing an automatically actuated governor throttle adapted to be inserted in the intake pipe between the manual throttle and the engine, a vacuum takeoff adjacent said governor throttle, a three-way valve associated with said governor and inserted in said vacuum connection, a connection to said valve from said governor throttle vacuum takeofi whereby on adjustment of the valve either vacuum takeofi may be placed in communication with the vacuum operated means, and means associated with said manual throttle to adjust the valve to operate the vacuum means from the manual throttle vacuum takeoff as the manual throttle approaches closed position.

13. A governor for internal combustion engines having an ignition mechanism, vacuum operated means for adjusting the same to vary the spark advance and a vacuum connection from said means to a vacuum takeofi position in the intake pipe adjacent the manual throttle, in combination, a chamber containing an automatically actuated governor throttle adapted to be inserted in the intake pipe between the manual throttle and the engine, a vacuum takeofi adjacent said governor throttle, a three-way valve associated with said governor and inserted in said vacuum connection, a connection to said valve from said governor throttle vacuum takeofi whereby on adjustment of the valve either vacuum takeoff may be placed in communication with the vacuum operated means, means normally positioning said valve to operate the vacuum means from the governor throttle vacuum takeofi, and means associated with said manual throttle to adjust the valve to operate the vacuum means from the manual throttle vacuum takeoff as the manual throttle approaches closed position.

14. A governor for internal combustion engines having an ignition mechanism, vacuum operated means for adjusting the same to vary the spark advance and a vacuum connection from said means to a vacuum takeofi position in the intake pipe adjacent the manual throttle, in combination, a chamber containing an automatically actuated governor throttle adapted to be inserted in the intake pipe between the manual throttle and the engine, a vacuum takeoff adjacent said governor throttle, a three-way valve associated with said governor, and inserted in said vacuum connectlon, a connection to said valve from said governor throttle vacuum takeoff whereby on adjustment of the valve either vacuum takeoff may be placed in communication with the vacuum operated means, said valve comprising a piston subjected at one end to the vacuum above and at the other end to the vacuum below the governor valve, and a spring normally positioning said valve for control of the vacuum means from the manual throttle vacuum takeoff.

15. In an internal combustion engine, including in combination, a fuel intake conduit, a manually actuated throttle valve therein, an automatically actuated governor throttle valve in said conduit, ignition mechanism, vacuum operated means to adjust the same to vary the timing of the spark, and means placing said vacuum means in communication with the inlet conduit at a point adjacent that valve at the time in control of the engine speed.

16. In an internal combustion engine, including in combination, a fuel intake conduit, a manually actuated throttle valve therein, an automatically actuated governor throttle valve in said conduit, ignition mechanism, vacuum operated means to adjust said mechanism to vary the timing of the spark, a transfer valve for placing said vacuum means in communication with the inlet conduit at a point adjacent said governor throttle'valve or with a region having normally higher pressure than the pressure at said point and means for moving said transfer valve.

17. A governor for internal combustion engines having, in combination, ignition mechanism, vacuum operated means for adjusting the same to vary the spark advance, a governor throttle automatically controlled to maintain the engine speed substantially constant and arranged in the engine intake pipe on the engine side of the manual throttle, means associated with said governor to actuate the spark adjusting means in accordance with the pressure conditions in the region adjacent the governor throttle or in a region of higher pressure, and a transfer valve to determine which region of pressure shall control the spark adjusting means.

18. A governor for internal combustion engines having, in combination, an ignition mechanism, vacuum operated means for adjusting the same to vary the spark advance of the engine, a manual throttle in the intake pipe of the engine, an automatically actuated governor throttle arranged in said intake between said manual throttie-and the engine, said intake pipe having an aperture therein on the engine side of said governor throttle, a conduit connected with said vacuum operated means, a transfer valve, means for automatically moving said transfer valve from one position to another, means connecting said aperture to said conduit when said control valve is in one position, and means connecting said conduit to .a region having a higher pressure than that adjacent said aperture when said valve is in another position.

19. A governor for internal combustion engines having, in combination, ignition mechanism, vacuum operated means for adjusting the same to vary the spark advance of the engine, a manual throttle in the intake pipe of the engine, an automatically actuated governor throttle arranged in said intake pipe between said manual throttle and the engine, a valve chamber having an aperture connecting the same with said intake pipe on the engine side of said governor throttle, a conduit connecting said chamber to said vacuum operated means, a passage connecting said chamber to a region in which the pressure is normally higher than the pressure in said intake pipe adjacent said aperture, a transfer valve in said valve chamber, and means for moving said transfer valve to place said conduit in communication with said aperture or said passage.

20. A governor for internal combustion engines having, in combination, ignition mechanism, vacuum operated means for adjusting the same to vary the advance of the spark of the engine, amanual throttle in the intake pipe of the engine, an automatically actuated governor throttle arranged in said intake pipe between said manual throttle and the engine, a valve chamber having an aperture connecting the same with said intake pipe on the engine side of said governor throttle, a conduit connecting said chamber to said vacuum operated means, a passage connecting said chamber to a region in which the pressure is normally higher than that adjacent said aperture, a transfer valve slidably mounted in said chamber, and means subjected to the pressure conditions in said intake pipe above and below said governor throttle for automatically operating said transfer valve to place said conduit in communication with said aperture or said throttle.

21. In an internal combustion engine, in combination, a fuel intake conduit, a manually actuated throttle valve therein, an automatically actuated governor throttle valve in said conduit, ignition mechanism, vacuum operated means to adjust said mechanism to vary the timing of the spark, and means for placing said vacuum means in communication with a region having substantially atmospheric pressure when said manual valve is closed or substantially closed and for placing said vacuum means in communication with said conduit on the engine side of said governor valve when said manual valve is open.

22. In an internal combustion engine, in combination, a fuel intake conduit, a manually actuated throttle valve therein, an automatically actuated-governor throttle valve in said conduit, ignition mechanism, vacuum operated means to adjust said mechanism to vary the timing of the spark and a transfer valve arranged to place said vacuum means in communication with said conduit at a point on the engine side of said go-vernor valve when said manual valve is open and in communication with a region having substantially atmospheric pressure when said manual valve is at or near closed position.

23. In an internal combustion engine, in combination, a fuel intake conduit, a manually actuated throttle valve. therein, an automatically actuated governor throttle valve in said condu't, ignition mechanism, vacuum operated means to adjust said mechanism to vary the timing of the spark, a transfer valve arranged to place said vacuum means in communication with said conduit at a. pointion the engine side of said governor valve when said manual valve is open and in communication with a region having substantially atmospheric pressure when said manual valve is at or near closed position, and means for automatically moving said transfer valve.

REX C. DARNELL. HERMAN ,G. ADLER. 

